Automatic slack-adjuster.



W.H.SAUVAGE.

AUTOMATC SLACK ADJUSTER'.

APPLICAT'ION FILED 1AN.2,1915.

Patented May23g1916.

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W. H. SAUVAGE. AuToMA-.lc sLAcK Amusfm- Amlcmon mso mm, m5.

- l Patented May 23,191@

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i. 4 5. out all the views. o't which l Util-T1131.). STATES' PATENT cerros.

WILLIAMH. SAUVAGE, or New YORK, yN. Y., ASSIGNOR, BY MESNE ASSIGNMENTS, To

GOUI-D COUPLER COMPANY, A CORPORATION 0F NEW YORK.

AUTOMATIC SLAcK-ADJUSTER.

- To all 'l0/mm it, may concern Be it known that I, Yunnan H. SAUV- AGE, a citizen ot' the United States of America, residing at New York, in rthe 5I county of New YorkandISt-ate of lNew York, have invented certain new and uset'ul Improvements 'in Automatic. Slack-Adjusters, of which the following is a specilication.

This invention relates to automatic slack 1o adjusters for brake riggingl ot' railway cars and theli'ke.

l Among the severalobjects within the con'- templation of this invention is the provision oi a practical and simple automatic `Slack adjuster which ,will be highly efficient and reliable in use and operation. at all times.

Another object is to provide a slack adjuster of the above character having few parts which will be inexpensive to manufacf ture and install. 1

Afm-ther object isto provide a slack ad- 'juster which will be durable in construetion and-be applical'ile to either beam or heamless trucks now v.in use withoutv material 'alterations.

'()ther objects will be in part obvious Jfrom the annexed drawings and in part indicated in connection therewith b v the following analysis ot this invention. rFhis invention :necor'dingrljv consists in the features ot construction. combination ot" parts.`and in the'unique relations of the members "and in the relative proportioning and disposition thereof.: all as more -eompletely-outlined herein.

To enable others skilled in the art fully to comprehend the underlying Jfeatures Jthereot that they ma v embody the saine in the numerousmoditieations in structure and 40 relation contemplated b v .this invention, drawings depictingr a preferred form have been annexed as a part ot' this disclosure, and in such drawings. like. characters of ref- I erence denote corresponding parts through- Figrure 1 is aside elevation otone t'ormr ot the present invention applied to a beamless truck showing only such parts as are. necessar \Y to obtain a clear understandingthereof: Fig. 2 is a top plan view or' the adjuster b v itself; Fig. 3 is an end view of the parts shown 4in Fig. L): Fig'. -L is a detail sectional view ltaken on line -l `ot` Fig. 1:`Fi 5 isa modification similar to lshowing' the adjuster alone -wtha different'forin of Patented May1916.

yielding` ypivotal friction device; Fig. G is a similar view showing' a reversal in location `o1t` friction'and lost'motion devices; 7 is a view similar to Fig. 6 showing the ap.-

plication of the' present invention to the 60 'brake cylinder levers; Fig. 8 shows a modiicationappliedto a single beam maximiim traction trncl'; Fig. Qshows another modification inside elevation applied to a part of a beanilessl brake truck; Fig. l0 is a. detail 65 view of a partotl Fig. 5.; and Fig. 11 .is a

detailend elevation of thehaltI ball bearings shown iny Fig. Sl.

To those familiar. with the Apresent art, it

Vis probably ilnneeessaryfto emphasize cer- 70 tain desirable features of slack adjusters It may. however, be noted in passing that a predetermined travel of the source of power,

for exa1nple .the cylinder piston o1; hand brake is practically necessary in'order to 75 etliciently vpperate the brakes under varying condition and wear of the brake shoes.` Furthermore, itis desired to provide certain mechanisms for maintaining this predetei-mined travel constantA and normally positioninpr the brake'shoes relatively close but ont ot contact with the periphery of the S wheel.

ln order that a clearer perception of the present invention and a fuller nnderstandf in; Y ot' the objects sought to be obtained may be had. it is to be noted thatthe present invention is designed more particularly Jfor application tothe power and floating' levers .ot trucks of railway cars. although it is to be understood that it is applicable to other parts and types of foundation brake rig ging' as will be hereinafter more fully pointed out.;` In lorder to simplify and .reduce the` cost ot' equipment certain actuat' 95y vingr and actuated parts are now more inti cent wheels 15 of a trucki are supported ina '165- suitable frame 1G, each wheel being pr0- vided with a brake shoe head 17, These brake shoe heads are pivotally connected di,- l rectly upon live and ldead leverslS and 19 respectively. The deadleverlS is pivotally supported at its upper end in one of the holes of an ear, not shown, but of usual conycarry the brake shoes into contact with the periphery of the wheels from their normal position of rest in the usual manner.A This l compression member positioned between the lower ends of the live and dead levers is, as shown more completely in Figs. 1 to 4 inclusive, composed of two cylindrical telescoping parts, one of which is a solid rod 21 pivotally connected at 22 to the lower end of the live lever 1S and telescopes wit-hin a hollow cylindrical rod or barrel 23 pivotally connected at 2-2 to the lower end of the dead lever. The member 23 is provided with an enlarged chamber 25 as shown more clearly in Fig. 2 within which is positioned a holding device comprising two parallel dogs 2G yhaving holes they edges of which are case hardened and through which the member 21 freely passes in one direction whenthe dogs are in working position. A spring 2'( surrounds the member 21 and acts and re.

acts upon the adjacent surfaces of the end wall of the chamber 25 andthe two dogs 26, thereby to maintain the same in normally canted or holding position, as shown. Suitable means are provided, not herein shown, for releasing and holding these dogs against a stop 28 at right angle position where they will permit a free relative movement of the rod 21 through their centralapertures.

This device may be broadly termed a take up and holding device and merely illustrates one of the various forms of mechanisms adapted to accomplish the desired result, namely, a means for preventing an mward telescopic movement o1 the member 21 but permitting ay free outward movement thereof. It is, of course, to be understood that other forms ofv holding mechanisms may be applied, such for example, as the.

compression member shown in my Patent No. 1,020,519 inwhich a plurality of shims are adapted to be interposed between the effective ends of the .two parts comprising tlie compression member.

As the brake shoes become worn from time to time, the normal distance fromy their surfaces to the periphery of the wheels would, of course, increase and were it not for a slack adjuster, the positive travel of all le- Would vf-...corres ondingly increase thereby lessening the e ciencyof theI device.- An adjusting or operating mechanism is .brake shoe head 17.

therefore incorporated with the operated or i of the brake shoes closely adjacent but just out of contact with' the peripheries of the wheels. This adjusting device comprises in the present instance an L-shaped bar 30 i having an elongated slot 31 at one end surrounding a pivot pm supporting the The purpose of this f f elongated slot 31 is primarily to establisha predetermined lost motion which must be i taken up before the brake shoes Contact with the wheels and also to permit the brake shoes to move out of contactwith the wheels on release of the motive power. I

The opposite end`33 of this yadjusting rod passes through a friction clamp or clutchy device as shown more clearly in Fig. 4. This clutch device comprises two plates 34 yand 36 bolted together, or otherwise suitably secured by fastening devices 37 at opposite sides of the tubular cylindrical member..23. 'lhe'edges ofy these members are rounded as shown by curved dotted lines in Fig. l to permita pivotal movement ofl the operating rod as the brakes areactuated. It

lis also to bey ynoted that a flange 38 projects to one side ofthe member 23 to prevent `a.

relativerotary movement of the clutch'device thereabout. The tension with which the clamping members 34 and'36 engage the end ofthe rod 33 may be yregulated by the fastening devices and `it isinormally sufy the release of the power levers.

Inorder that this important distinguishing feature may be thoroughly understood, a brief statement of the operation of a.' slack adjuster ot' the type shown in Figs, 1 to 4 inclusive is as follows: On application of,y f

the .brakes the upper part ofthe live lever is moved toward the left which simultaneously (causesl the adjacentbrake shoe to move into 'contactwith the periphery of the i,

adjacent wheelkvand react through the operated compression member to carry the opposite bra-ke shoe into engagement .with the wheel byreacting upon they fixed fulcrum of the dead lever. In actual operation, on` y ,y

trucks such as the Ajax type or brake rigging permitting it thereisywa movement ofy the brake shoes and adjacent rigging downwardly as well'as toward ythe rwheels which willv cause` a yielding sliding ymovement of the rod through the friction clamp irrespective oflany material wear of the brake shoes.

lAs the bra-ke shoes move because of wear beyond the predetermined motion theo- 10o' ficient to permitfa frictional yielding sliding,

reiicaiiy' allowed by .are S1015 3i, .ihefpin wiltfurther vact upon the L-shape'd: adjust-. v ing member' 30` and lcanse the parts to slide relatively between the friction' clutch members 34e and 3 6 to take up` the exact amount or' excess or false travel occurring upon oppositebrakes.On release of the brakes, the parts tend to return to. normal position under the action of the fusiia'l re'.`

turn springs mountedvupon thetrnok bol!4 dst'ei' to return the leversand carry the b -alie shoes out ol contact with the wheels. During the return of the parts to norniiil posi'- tion the. pin 32-1noves to thea-ight of the slot 3l sliownyiii Fig. l and the rod slidesI V through the yielding iriction clutch, ap` proxiinately the amount necessary to make the brake application not including the excess travel for wear ior any predetermined St'oke,` then as the ii iper endofthe live lever continues its in( vement to full return` position toward thelright, the shoes drop away, from the `wheel and the lower end of the levier moves toward the left aiidtends to expand 4the compression .member an ainouiitlexactly equal to the excess or false,

rael. It is at this point that the yielding` fri `tion clutch'comes'into'play yto hold the barrel while the rod 21 is pulledout..

In Figs. 5 andil, there is shown two modi'- ed foi-ins of slack Vadjusters by tl'ieniselves7 bothro which are applicable tozeither beam v or beiiinless trucks now.ingeiieral use withlout material mod-iicati'on.` i c.

Referrin(r more `iarticiilarlv to Fur. -falthe i" i f two telescopic members 21 and 23 are sub-r stani'ially tlie saine asthat described in coni nection with "Figs `l toiinelusive .and are connected at theirends `with tlie lower ends ofthe live and dead levers respectively. v ik take up box is provided:` on one of the members having ineansfadapted l'o. coact with the other. An L-shaped adjusting rod 41 is provided at one end with an elongated `slot surroiiiiding' the pivot pin" 43 plassi ing through `the live lever.

The opposite end of the n'ieinber dflfis p'rovidedwith a slot 44 through which passes yal pin 45 secured to the barrel ineinber-ZB. asshown in Fig. 10.

This pin il5 is provided 'with washers'liti heldin closecontact-by a spring` 47 lockedin place-.by pinirl. rlhe washers engage the L-shaped ineinber'il at opposite aides` of the :slot` dei' and holdthe saine Aagainst suchl movement as `might be ordi-1 nari'ly cansed by the jolting of the cars, yet permit ay relative movenient upoirrelease ot L'the brakes as above described. A` set sci-ew. 49 maybeproi-'ided in the slot i2 to regn- Sired .l`r y i f F ig. 6 shows av reversal ot this construelate the lost motion at this point, it' de- 4tion, that is a friction clamp yieldable `in both directions, is provided upion the pivot pin e3,in a manner similar to that shown in 'endof this lever is provided with a pivoted I ylost motion device 52vengaging an elongated n slot 53 to provide the predetermined lost motion betweenr the brake shoes and the periphery of the wheels. This pivoted lost motion device comprises little more than a stud i passing through the" slot 53 and provided .with a fcotter pin or other holding device 54 at'its outer end,"

In. F ig. 7, there "is -shown another slightV in'odiiication of the slack adjuster as applied directly to the cylinder levers of the brake rigging.v In this modification-a cylinder 60' is provided at one end with a piston 61 pivotally connected -to one end of a live or power leverGQ. the opposite end of which is vconnected by means of a. pull rod 68 with the brake rigging of one truck,

vend oil the cylinder is pivotally connected a At the other de'adlever 64 and its opposite end is pro- .i

vided with a pivotally connected pull rod 65 'leading tothe brake rigging on the truck at the other 'end of the car. Disposed in parallel relation to the cylinder ($0 and adaptedto toi-in ulcrunis therefor is a ,tension ineinber 66 comprising two telescoping parts subvstantially .the saine in construction as that shown jin Fig. l. except the dogs are reverse in action. 'A talifeup box 67 is mounted on oiieinirt provided with shims or dogs adapt `ed toco-act with the other to prevent ainovenient iii one direction. yet permit a free-` nioven'ient `in the opposite direction as when .exi'ninding` in replacing the brake shoes.

About the barrel G6 is positioned a pivoted yielding' `iurictio'n clainp device (SS engaging a rod 70, the opposite end oi' which is provided with a slot T1; surrounding a pin 72 upon the power-lever (32. When the power lever` exceeds its prialeterniined travel pro- ,vided foixby' thisslot, it tends to move the vrod bodily toward the lett7 causing its opposite end to slip yieldingly through the Jfriction lclutch GS. On release oi' the brakes,

however, the power lever-returns to normal yposition and the pin T). engages the right hand end ot' the slot 71 andv insteadotl bodily 'moving the adjustingrmlrelatively to the lbarrel. Yit causes the barrel to Stand stationgary as to the other levcr and the plunger telescopestherein to the leftr and the shims or dogs take np the exact ai'nount of wear upon the internal. `telescopic member.

ln Fig. 8, there is shown a stilliurther modification in which a single power. lever allv coi'inected at one end and a coii'ipressio'n nienibeij 7T iiivotally connected 'at its` oppositefend; the principal difference being the T5 i'sjvnsed'together with a pull rod 7G pi votabsence ot' the dead lever at the opposite end ot' the compression member which instead is attached to an equalizer bar 78. The slack adjuster feature, however, is almost identical to that above shown and described in connection with Figs. 1 to 4 inclusive and needs no further detailed explanation. A. return spring '79 is mounted on ivoted rod S() to insure. a complete return o the live lever to normal position against the stop S1 on the `ar bolster.

In Fig. 9, there is shown a still further modification in which the intervening compression member is eliminated as might occur in a two wheeled or single truck applied to what is AFamiliarly known as the radial truck. This modification shows a truck framei having a half' ball hanger 86 supporting the brake shoe head 87. A live lever 88 is pivotally supported at SS) upon the truck frame and is connected at its upper end with a pull rod 00 to any convenient source of power. The lower end of this lever is pivotally connected at the point 91 with a take up box 92 through which passes a holding rod 93 engaging the brake shoe lvad 87 at one end. This adjusting device is the same in principle as that shown and described above in connection with Fig. 1, except that the friction clamp may be eliminated, the half ball joints performing an equivalent function. 'Dogs 91 shown in dotted lines are adapted to co-act with the cylindrical rod 93 when moved in one direction but permit a free relative movement in the opposite direction.

The half ball frictional hangers shown in. Fig. l are ofsuch construction as to, oppose a free return of the brake shoe beyond the periphery of the wheel. As all wheels are more or less uneven and theie is some looseness to the several pivotal connections. the treads of the shoes will clear the actual surface of thewheel and prevent any material drag thereon. Colisequeutly when the brake levers are returned to normal position on release of the former and the brake shoes are arrested in their return movement. the take `ap box 94 will move, longitudinally over the rod93 solnel slight distance to the left exactly equal to the amount of wear upon the brake shoes. When the brakes are nextapplied, the do s 94 will bite into the rod and carry the bra e shoes immediately into engagement with the wheel. Y

lt will be noted that all of these modifications cperate on substantially the Sallie principle and that the reiteration of the method of operation described in connection with Fig. 1 is believed to be unnecessary.

The parts'are all substantial and durable in construction and are so accurately and positively arranged and connected one.' with another as to cause an exact and definite movement of the take up mechanism equal to the wear or false movement of the brake shoes. The parts are more or less concealed and protected from atmospheric conditions, thereby being reliable and eilicient at all times. The adj listing rod being made in substantially one part and having a positive connection with one of the members and a frictional yieldinir connection with the other reduces the liability of tight brakes and 15v greatly lessons the chance of breakage t8 rf might occur when the mechanisms are constructed with -a positive clutch moving freely only in one direction.

It is therefore believed that the present invention provides a simple and practical device adapted to accomplish, among others, all the advantages and objects above set forth.

Without further analysis, the foregoing. 35 will so fully reveal the gist of this invention that others can by applying current knowledge readily adapt it forvarious applications without omitting certain features that. from the standpoint of the prior art,` fairly constitute essential characteristics of the generic or specific aspects of this invention. and therefore such adaptations'should and are intended to be comprehended within the meaning and range of equivalency of the following claims.

'hat I claim is:

1. In a slack adjuster for brake rigging, in combination, a live lever, a dead lever, an automatically extensible7 ydjustable coul@ pling bar connecting said levers. and an adjusting rod connecting one' of said levers to the coupling bar` said adjusting rod having frictional yielding engagement with one of said parts adapted to give in either 10. direction. sl

2. In a slack adjuster for'brake rigging, in combination, a live lever, a dead lever, an automatically extensible adjustable coupling bar connecting said levers near their ends` and an adjusting rod directly connecting one of said levers with one of the parts of said coupling bar, said adjusting rod having Aa frictional pivotal engagement with saidcoupling bar yieldable in both directions.

3. In a slack adjuster for brake rigging, in combination, a 4power lever. an automatically extensible connecting bar, and a lost motion adjusting rod connecting said power lever ,to said connecting bar, said adjusting rod having a yielding frictional contact with the connecting bar whereby it may move relatively in either direction.

' 4. In a slack adjuster for brake rigging, 125 in combination, a power lever, an automaticallv extensible coupling bar adapted to operate upon brake rigging. and a lost motion adjusting rod connecting said power lever to said connecting bar, said adjusting 13o rod having a rictional connection withsaid coupling bar yieldable in both directions.

yIn a slack adjuster for brake rigging,r

\ in combination,A brake levers, asectional ex,-

tension bar connecting said levers, :tf-secondary connection between one olf the sections of said bar and one of said levers, a yieldable friction 'clutch associatedy thereF with arranged to engage 4and extend 'or draw out the connecting bar, and a vpositive 'clutch arranged between vthe effective ends.l

of the 'sectional extension bar. said friction clutch being constructed to permit rela- 'tive movement lof its parts during both the application and release of the brakes to accommodate the rigging to the excess travel beyond predetermined lost motion.

6. In a slack adjuster for brake rigging, in combination, brake" levers, a telescoping connecting bar having ya sleeve section, a positively acting clutch associated with said sleeve sectionadapted to co-act with tne telescoping section, and a secondary connection between said sleeve sectionfand one 'of the brake levers, said secondary section hav-k ing a frictiona-l contact with one of the parts yieldable in both directions and arranged to extend or draw out the telescoping rod. v j

7. In a slack adjuster for brake rigging, in combination, brake levers, a telescoping two-part connecting bar, a positively'acting,

clutch mechanism associated with one part 'adapted to co-act with the other, and a sec ondary connection between one of the telescopic sections and one of the '.brake levers and having a rictional connection at on end yieldable in both directions.

8. In a slack adjuster ltor brake rigging,`

in combination, brake levers, a two-part tele- Scoping connecting bar connecting the lower ends of said brake levers, a positively acting holding' means associated with one of said parts and actingupon the other adapted to positively prevent movement in.V one direction, and a secondary' connection between one of the brake levers and one of the sections of said connecting rod and having a frictional engagement with the latter yieldable in both directions, said secondary con` nection having a lost motion device at its opposite end. j

9. In a slack adjuster for brakerigging, in combination, brake levers, a sectional telescopic extension bar connecting the lower ends of 4said brake levers, a housing associated with one of said parts, a plurality of reversible friction dogs within said housing adapted to. co-act with the telescopic portions of said bar and adapted to hold the parts VVagainst movement in one direction, and an adjusting rod secured to the outer section. of saidextension bar and havinga yielding -frictional pivotal connection there- 4rith, the opposite end of said adjusting' rod beingprovided with a lost motion connection with one ofthe brake levers.

l0. In a slack adjuster for brake rigging, in combination, brake, levers, a t wo-part ex,- tension bar connecting theA ends of said brake levers, an automatically operating adr justing rod .connected at one end to one of said levers and having a yielding frictional contact with one of the parts of said extension bar, said yielding .contact comprising two surfaces gripping the sides of said ad justing rod to permit movement in both vdiiections.

1l. 1n a. slack adjuster for brake rigging,

in combination, brakelevers, a two-part extension bar connecting ther ends of said brake levers, an automatically operating adjusting rod connected at one end to one olfl said levers and having a yielding frictional contact with one of the parts of said eXtension bar, said' yielding contact comprising two surfaces gripping the sides of said adju'sting rod and means for varying the degree of pressure with which said parts bearx .upon saidy rod.

l2.Y In a slack adjuster 'for brake rigging,

, in combination, bra-ke levers, a two-part extension bar connecting the ends of said brake levers, an automatically operating adjusting rod connectcdat one end to one of said levers and having a yielding frictional contact with one of the parts of said extension bar, said yielding contact comprising two members gripping opposite sides of said adjusting rod to permit movement in both directions, and means adapted to prevent relatlve rotation of said frictional device about said extension bar.

, 13. In a slack adjuster for brake rigging, 1n combination, `brake' levers, a bar connecting the lower ends of said levers comprising two telescopic members adapted to move .treely in one direction only, anl adjusting yrod connected with one of said levers and provided with an adjustable. lost motion slot, the other end of said adjusting-rod being provided with a yielding frictional pivotal connection with the bar whereby the rod may rotate slightly in said connection as the brakesare actuated and move longitudinally in both directions relatively to said connection as may be necessary.

14. In a slack adjuster for brake rigging,k

in combination, a brake lever having a brake shoe head, an automatically operating twopart telescopic member connected to the lower e'nd thereof, `means comprising a housing and positively' acting friction dogs therein adapted to permit a free relative v Vlas movement of one of said parts with respect to the other in one direction, and meansv 4adapted to oppose a return' of the brake shoe head from the wheel, said last mentioned means comprising a pivotal frictionall device permittingmovement in both directions.

15. In n slack adjuster for brake rigging, mentionedineans comprising a ivotal fric- 10 1n combination, :1 brake lever having :1 brake tional device yieldable 1n both lrectlons.

Shoe head, :m automatically operating twof ln testimony whereof I affix my signature part telescopio member connected to the in presence of two witnesses. 5 lower end thereof, means adapted to permit x YI I I H ,X

a'free relative movement of ono of Suid ports N LL S` UVAGE' wltvh respect to the other in one direction, Vx'ituesses: :1nd means adapted to oppose a return of the Rom J Pimmr,

brake shoe houd from the Wheel, Said Inst PIERCE M. CLEAR. 

